COMMON RULES

[CommonSenseRacing]

2007- 2014 PURE STOCK DIVISION

RULES AND REGULATIONS

ALL PARTICIPANTS MUST ADHERE TO ALL THESE RULES

IMPORTANT NOTE: MUFFLERS ARE MANDATORY

 

INSURANCE:

-Any driver competing in this division must sign in at the back gate and obtain a "Pit Pass" for the current night of racing. Pit Pass insurance is mandatory at each event and must be purchased at the pit entrance. ANYONE FOUND IN THE PIT AREA WITHOUT THE PROPER PIT PASS WILL BE FINED, AND THE CAR TO WHICH HE OR SHE IS ATTACHED WILL BE SET DOWN AT THE DISCRETION OF THE OFFICIALS.

GENERAL INFORMATION:

-The promoter or race director has the right to reject the entry of any car or driver.

-Drinking of any intoxicating beverages on the racing premises, or prior to entering the pits is strictly forbidden until all racing events have been completed. Anyone caught doing so is subject to suspension.

-No driver, owner or mechanic shall participate in fights in motor pits or race premises at any time. At all race meets the driver assumes full responsibility for actions of their pit crew in every aspect.

-The track and/or division inspectors reserve the right to subject any car to an inspection. Failure to submit to an inspection will result in an immediate disqualification and loss of monies and all points for the night. The car will not be permitted to compete again until after an inspection has been conducted. It will be up to the official in charge to confiscate any unsafe equipment.

-Anyone caught rough riding will be suspended at the discretion of the official in charge or subject to a fine.

-No driver may get out of their race car or cross the race track while the race is in progress unless there is an unusual circumstance, such as fire.

-Anyone caught tampering with someone else's car will be suspended indefinitely.

PROTESTS:

THE PROTEST FEE FOR THIS DIVISION WILL BE $100 PLUS $50 INSPECTORS FEE FOR A TOTAL OF $150! ANY INTERNAL ENGINE PROTEST WILL BE $200 PLUS $50 INSPECTORS FEE FOR A TOTAL OF $250!

-All protests must be given to the Chief Steward. A signed written protest specifying one specific item must be presented to the track officials with the appropriate protest fee, within 15 minutes after the completion of the event. All protests will be settled by the track officials. If the car protested is found illegal, the driver protesting the protest will be refunded his money, less the inspectors fee. If the car protested is found to be legal, the protested car will receive the money.

-Visual protest will be considered anything external such as the carburetor, distributor caps, tires, etc. This protest may be reported to the Division Head and/or inspectors. There will be NO FEE for this type of protest and they must be protested 1/2 hour before the race.

 

POINTS:

-Points this year will be kept on drivers only. Trophies will be awarded at the end of the year to top drivers. Points will be distributed as follows:

50 Points for first place; 48 Points for second place; and so on down the line.

-All fines levied will go into the point fund. Once the finish has been posted, it will be considered final.

COMPETING MODELS:

-This division is open to any intermediate or full size sedan from 1970 to 2006. No station wagons or convertibles. No compacts (Corvette, Camaro, Firebird, Nova, Mustang, etc.), no sub compacts (Pinto, Vega, Colt, etc.).

-The minimum wheelbase will be 108".

-Full frame models and unibody models will be allowed, Leaf spring cars are NOT permitted.

CAR BODIES:

The car body must meet the following requirements:

1. All cars must remain OEM stock appearing as it came from the factory.

2. Original dimensions of all OEM stock bodies must remain as manufactured, except for changes which may be necessary for TIRE CLEARENCE. Body cannot be offset on the centerline of the tread width.

3. All cars must have complete bodies, hood, fenders, and bumpers in top quality condition.

4. Any approved OEM (stock) domestic body on GM chassis using GM engines. If Ford or Dodge engine is used on a GM chassis, then the body must match the engine

manufacturer

5. Damaged body panels must be replaced or repaired and be painted before next race

event.

6. Body height shall be determined by measuring the overall height of the car from a distance of six inches behind the top of the windshield on the roof centerline. The minimum height shall be 50 inches.

7. Hood must be fastened with two fasteners in the front and either two hinges or fasteners in the rear.

8. The hood must fit tight to the fenders, nose and windshield at all times.

9. Full hood mandatory. A hole may NOT be cut in the hood for air cleaner clearance.

10. No hood scoops are allowed.

11. Floor pan and firewall must remain OEM (stock) and in stock location and be

completely sealed.

12. Rear firewall and trunk floor may NOT be removed.

13. All flammable material must be removed.

14. All body holes must be covered with a minimum of 24 gauge steel.

15. All doors must be fastened in an approved manner.

16. All inner body panels must be removed.

17. All cars must have a complete dash panel constructed of metal. All dash panels must be acceptable to Track Officials.

18. No aftermarket nosepieces and/or rear bumper covers.

19. OEM (stock) front and rear bumpers, may be braced/reinforced from behind with a maximum of 1¾ inch tubing. No sharp edges on bumpers allowed.

20. Front and rear bumpers must be mounted at center hub height.

21. Tow bars required, both front and rear.

22. The rear deck lid must be in operating condition and fastened with four fasteners.

23. Rear of body must be completely sealed. All plastic lenses and chrome trim must

be removed.

24. No Spoilers

25. Minimum point of any body component may be no less than 5 ½ inches from the ground.

 

CAR WEIGHT:

1. All cars must maintain a minimum weight of 3,450 pounds, after the race, with the driver.

2. The maximum left-side weight shall be 55% of the total weight.

a. Seated in normal position with helmet in lap.

3. Minimum front weight is 55% of the total weight.

4. Added weight must be securely fastened with a minimum of two bolts, and must be painted white with car number and division clearly marked.

5. No weight may be fastened in the driver's compartment.

6. Dislodged weight can not be returned to the car for weighing after the race, with the exception of body parts and bumpers.

7. Minimum frame ground clearance to be 6 inches, measured with driver in car.

8. No weight mounted behind rear axle or in front of front wheels

 

GLASS:

1. Front windshield mandatory, windshield must be in OEM (stock) location made with 0.125-inch thick clear lexan. A minimum of two straps 1/8 x one inch must be installed inside the windshield.

2. Rear windshield and side windows are optional. If used, they must be made with 0.125-inch thick clear lexan and the rear window must be mounted with two exterior straps 1/8 x one inch.

3. All additional glass must be removed.

4. No tinted windows permitted.

 

MIRROR:

1. Rearview mirror compulsory. Rearview mirror must not extend outside the car.

2. Side view mirrors are allowed, but must not extend outside of car.

3. The maximum size of the rearview mirror shall be 2 1/8 x 17 3/4. .

 

DENTIFICATION/MARKING:

1. All numbers are assigned by the raceway office.

2. One or two digit numbers only. No letters.

3. Officially issued numbers must be at least 18 inches high and neatly painted on both sides of the car on the center of the door, and also painted on the front, rear and roof of the car.

4. Car make must be painted on the roof directly over the front windshield

5. Silver or gold foil number decals are not permitted.

6. Cubic inch and weight of the car will be displayed on the hood (4 inch tall numbers).

 

ENGINE:

Pure stock engine claim rule is $1,000.00, if refused all points and money won will be forfeited for the night. The claim is for the complete engine minus carburetor, alternator, pulley system, starter, distributor and wires.

 

The following characteristics must be identical with the production engine upon which recognition of type has been granted. All parts listed below must originate from stock production castings and forgings which have been machined according to the normal machining schedule utilized for standard production parts:

1. Cylinder Block:

a. material

b. number of cylinders

c. angle of cylinders

d. number of main bearings and type

e. integral or separate cylinder sleeves

f. location of camshaft

g. overall configuration

2. Cylinder Head:

a. material

b. number of valves per cylinder

c. type of combustion chamber

d. location/angle of spark plug

e. location/arrangement/angle of valves

f. type of valve actuation

g. number of intake and exhaust ports

h. center distance of intake and exhaust ports

i. shape of intake and exhaust ports

j. firing order

Engine must be factory stock. V-8 engines only. Engine may be changed within the manufacturer's line. All pure stock cars must have the engine and carburetor sealed within the first four weeks of the season. After that, you may be disqualified if the car is inspected and any seal is broken. $150 resealing fee if seals are broken. Engine must be mounted in the stock location, steel motor mounts are permitted

 

9:1 MAXIMUM COMPRESSION RATIO

 

ENGINE DISPLACEMENT:

1. General Motors engines are allowed 350 cubic inches plus .030 inches overbore per cylinder.

2. Ford engines are allowed 351 cubic inches plus .030 overbore per cylinder.

3. Chrysler engines are allowed 360 cubic inches plus .030 inches overbore per cylinder.

4. No engine bore size may exceed .030.

 

ENGINE BLOCK:

1. The engine block must be of standard factory production with standard external measurements in all respects.

2. No aftermarket, aluminum or bowtie blocks permitted.

3. Deck height of block cannot be below zero. The piston cannot protrude above deck

height of block. No angle milling.

4. Chevrolet “Bowtie” blocks or blocks accepting a small journal crankshaft is not

allowed.

 

INTERNAL CHANGES:

1. No internal grinding or polishing allowed. Oil returned passages may be cleaned and opened up.

2. No coatings of any type are permitted on any part of the engine.

3. No external crankcase evacuation devices permitted.

 

PISTONS/RODS:

1. Any flat top piston may be used.

2. Valve reliefs may be cut into pistons.

3. No portion of the piston may protrude above the top of the block.

4. Rod length must be factory cast.

A) Chevrolet must use 5.700 rod.

Ford products will be 5.780” 351 Cleveland or 5.984” 351 Windsor.

D) Mopar products will be 6.123” length.

 

 

CRANKSHAFT/BALANCER:

1. Only standard steel or cast iron production design crankshafts permitted.

2. Minimum weight of crankshaft is 50 pounds with gear.

3. No small journal Chevrolet crankshafts allowed.

4. No aftermarket design crankshafts permitted.

5. Knife-edging, contouring or streamlining of cranks are not allowed.

6. Only standard OEM type balancers are permitted. Aftermarket steel balancers, fluid balancers or aluminum balancers are NOT permitted.

8. Aftermarket crankshafts are NOT allowed.

9. The engine stroke may NOT be increased or decreased.

 

CYLINDER HEAD:

1. Only factory production, cast iron heads that are OEM for the engine type being used and that produce the factory specified volumes, are permitted.

2. Brzezinski, Bowtie, aluminum, Dart II, angle plug, GM Vortec, SVO, GT40, W2, W5, or W9, special high-performance, canted-valve, or marine-type, Chrysler or Mopar magnum-type heads are NOT permitted.

3. Limit of two valves per cylinder.

4. All valve angles must be within one degree of standard production cast iron cylinder

heads.

5.Valves cannot protrude from combustion chamber when valves are closed.

6. No porting or polishing of intake or exhaust ports permitted. No substances permitted which would alter ports or runners (acid dipping).

7. No titanium or other lightweight valves permitted.

8. No internal porting, polishing or relieving permitted.

9. External modifications will not be permitted.

10. All heads are limited to a minimum 76cc combustion chamber.

11. No modifications to combustion chamber permitted, including unshrouding of intake or exhaust valve sides of chamber. Basic three angle valve job permitted. The only angles permitted will be as follows:

 

- Top angle 30 degrees

- Seat angle 45 degrees

- Bottom angle 60 degrees

A 70 degree or greater angle below bottom of valve seat is not permitted. The maximum grinding, cutting, or machining depth permitted will be limited to a maximum depth of .250 (1/4") as measured from top of the valve seat. All cutting, grinding, and machining in reference to the specified angles must be centered off the center line of the valve guide. Upon completion of valve job, all areas below

the specified depth including but not limited to: short side radii, bowl area, port floors, port roofs. port sides, area above bottom of valve guide protrusion, port runners, port entrances, exhaust port exits, may not be machined relieved, ground, extrusion honed or altered in any manner. Cylinder heads must retain all factory stock as cast dimensions and configurations.

 

GM - 350 cid Intake 1.840, Exhaust 1.540

Mopar - 340 cid Intake Intake 1.842, Exhaust 1.540

Mopar - 360 cid Intake Intake 1.842, Exhaust 1.540

Ford - 351 cid Cleveland Intake 1.842, Exhaust 1.540

Ford - 351 cid Windsor Intake 1.842, Exhaust 1.540

12. All heads must have visible and unaltered casting numbers. Any heads with unreadable or altered casting numbers will be impounded immediately, and the competitor will be disqualified from the event.

 

HEAD GASKETS/SPACERS:

1. On all engines, only one standard flat gasket may be used between the head and the intake manifold. No wedge type gaskets allowed.

2. No metal or spacers allowed.

 

CAMSHAFT/VALVE/LIFTERS/ROCKER ARMS:

1. Only hydraulic camshaft permitted.

2. No roller or solid camshaft and/or lifters permitted.

3. No mushroom lifters permitted.

4. Stock diameter lifters only for make of engine.

5. Only hydraulic or anti pump up lifters allowed.

6. No roller rockers or roller tip rocker arms allowed

7. OEM type timing chain only. No gear or belt drives permitted.

8. No stud girdles permitted.

9. Only steel valve spring retainers are permitted.

10. Shaft style rocker arm not permitted.

11. Any type of mechanical assistance exerting a force to assist in closing the valve

and/or push rod, commonly known as rev-kits will not be permitted.

12. Only steel hydraulic or solid lifters of original size for engine being used without

coatings of any kind permitted.

13. Only OEM (stock) type timing gears and chain allowed. Dual roller chains allowed. Timing advance or retard buttons allowed. No belt drive systems allowed.

14. Hydraulic lift cams only. Maximum lobe lift .313 and must have sixteen inches of vacuum at 1000rpm. Timing or carburetor may not be altered at time of tech if vacuum used. It is at the discretion of the track as to which way cam shaft will be checked. Must have vacuum fitting in intake Maximum camshaft lift, intake and exhaust, is 313 thousands at the camshaft.

15. Only the stock type steel or stainless steel valves are legal.

16. No four or five-angle valve jobs allowed.

17. Cutting for larger diameter spring is allowed. Any type guide material may be used. The valve guides must be in the stock factory location, angle, and spacing.

18. Valve springs must be of the stock type. No triple, conical, or progressive springs allowed.

19. Valve spring pressure cannot exceed 115 pounds of seat pressure as measured on an track approved spring tester. Measurements may be taken at race conditions and race temperatures.

20. Valve stems must be stock height only.

21. Retainers must be steel or chrome-molly steel only. Valve spring retainers must be stock type only. Plus or minus height retainers are allowed.

22. Valve spring keepers must be stock type only. No plus or minus height keepers allowed. Seven or ten degree locks may be used.

23. No lightweight push rods allowed. Push rods may be sized to length to fit geometry. No rev-kits, stud girdles, offset rocker arms, roller rocker arms, roller pivot rocker arms, roller lifters, light weight lifters, coated lifters, mushroom lifters, or oversize lifters are permitted.

24. Stock or roller timing chains are allowed, Torrington Thrust Bearings, to prevent block wear, are legal. No gear or belt drives allowed. Cam thrust-buttons are allowed. Camshaft degreeing is optional. After market rocker arm retaining nuts are allowed.

25. The Chevy rocker studs may be pinned or machined for screw in studs and guide plates. Stock rocker ratios must be 1.5:1. Stock

26. The Ford rocker studs may be pinned or machined for screw in studs and may use Ford factory, stock style, early, 1.6: 1, non-rail rocker arms and guide plates. Rocker arm pivot shims may also be used.

27. The Dodge may be converted to use the factory type Dodge truck adjustable rocker arms and push rods. The adjustable rockers must retain the stock ratio of 1.5:1.

28. After market rocker arm retaining nuts are NOT allowed.

 

INTAKE MANIFOLD:

1. Absolutely no modifications/alterations allowed. This includes: grinding, porting, polishing, etching, coating, painting, acid dipping. port matching, increasing entry port size, beveling, machining of the carburetor mounting surface.

2. All casting numbers, manufacturer's numbers and firing order must remain on manifold.

3. Only stock steel 2 bbl intake manifold allowed.

4. No marine intakes

 

OIL PANS AND COOLERS:

1. Oil pans must be steel wet sump type and manufactured using an OEM (stock) type

pan with only a sump reservoir added to the bottom.

2. Baffles are permitted in oil pan.

3. Kick outs are not allowed between the bolt flange and the top of the added sump.

4. No windage trays allowed.

5. Dry sump systems or external pumps are not allowed.

6. Engine oil coolers are NOT allowed

 

CARBURETOR: Claim of $200.00

1. Any 500 cmf 2-Barrel, Single Inlet box stock carburetor allowed.

 

CARBURETOR GASOLINE FILTER:

1. No plastic fuel filters allowed.

2. No additives may be added to fuel.

 

CARBURETOR SPACER AND GASKETS:

1. NO Carburetor spacers Allowed

3. A one-piece, two (2) hole paper gasket, maximum 0.065 inch thickness that matches the exterior dimensions of the carburetor throttle base plate, must be installed between the carburetor and spacer. A one-piece paper gasket maximum 0.065 inch thickness must be installed between the spacer and intake manifold. The gasket must not be larger than the top of the intake manifold.

 

IGNITION SYSTEMS:

1. Cam driven point or OEM (stock) type electronic ignition is permitted.

2. No crank triggered or multi spark ignition systems or any high performance ignitions permitted.

3. Dual point distributors NOT allowed.

4. Stock HEI ignition allowed but can use an external coil.

5. One ignition coil only. Coil must be similar in design to OEM.

6. All engines must retain stock firing order.

7. No traction control devices permitted.

8. No magnetos allowed

9. Vacuum advance may be disconnected.

10. Advance springs, center plate, and weights must remain functional. Center plate and or weights may NOT be welded or altered in any way.

11. No OEM high performance ignition systems allowed. For example: OEM MSD or equivalent.

12. All components in distributor must remain stock manufactured parts.

 

STARTER:

1. Self starter must be in working order and be located in stock position.

2. Aftermarket or mini starters are NOT permitted.

3. All cars must start under their own power.

 

BATTERY:

1. The battery must be securely fastened and properly covered.

2. The battery cannot be located in the drivers compartment.

3. A master battery disconnect switch on the negative lead must be mounted in the

center of dash. OFF and ON position of switch must be clearly labeled.

4. Only one (1) standard automotive type 12-volt battery not exceeding 13.5 volts

allowed. Accessories to regulate power supply not permitted.

5. Battery must be relocated behind the front spindles, in front of the rear axle, inside the outside edge of the frame, and cannot extend below the frame rail.

6. Alternator, if used, must be stock type and mounted on front of engine.

7. All electrical wiring must be securely mounted and protected.

8. Insulating grommets or other means approved by Officials must protect all electrical wiring passing through holes in sheet metal.

 

FUEL PUMP:

1. Fuel pump must be a mechanical OEM (stock) type fuel pump and mounted on the

engine block. No electric, belt driven or gear driven pumps allowed.

2. Fuel line must be routed outside of drivers compartment.

3. All fuel lines must be either steel or flexible steel wire braided lines.

4. Cooling of fuel is not allowed. i.e. cool cans, excessive fuel line length, etc.

 

ELECTRICAL SWITCHES:

1. The electrical switches must be located within easy reach of the driver and be properly labeled.

 

FAN:

1. The fan blades may not be removed.

2. Electric fans are NOT permitted.

3. Fan shroud may be used but cannot extend more than one inch behind fan blade.

 

RADIATOR:

1. Interchangeable radiator cores are allowed providing they do not alter the sheet metal

for the make of car.

2. The radiator must remain stock appearing and remain in the stock mounting position.

3. All cars must have a radiator overflow can of at least one gallon in capacity.

4. Radiator overflow container must be mounted in engine compartment.

5. Standard type cooling systems only. Flow direction must be the same as OEM

(stock).

6. Stock or aftermarket steel water pumps allowed. Water pump must be in OEM (stock) location.

7. Water only. No antifreeze or glycol-based coolant permitted. Water Wetter may be used.

8. No Aluminum water pumps.

 

EXHAUST SYSTEM:

1. Only cast iron OEM (stock) exhaust manifolds are allowed. No modifications allowed.

Exhaust manifold may be milled to allow for proper mating to heads and block. No port

matching, flow work, grinding, or polishing permitted. No Brzezinski products allowed.

2. Maximum exhaust pipe size is 2 ¼” inside diameter.

3. No crossover or equalizer pipes are allowed.

4. Exhaust must exit behind driver and in front of rear axle.

5. Minimum exhaust ground clearance is five (5) inches.

6. Any type of muffler is allowed, providing that it meets .96db’s at 100 feet.

 

TRANSMISSION AUTOMATIC

1. OEM (stock) automatic transmission. (all gears must be in working order)

2. Power glide transmissions allowed. (all gears must be in working order)

3. OEM (stock) torque converters only.

4. No rubber lines in excess of four (4) inches allowed for use in transmission cooling.

5. Stock type shifter only.

6. Transmission and transmission cross member must remain in OEM (stock) mounting

brackets in OEM (stock) location.

DRIVE SHAFT:

1. The drive shaft and universal joints must be similar in design to standard production type.

2. Stock type steel drive shafts only. No lightweight, aluminum, chrome-molly or carbon fiber, drive shafts permitted.

3. Two drive shaft loops must be installed. The loops must be made of a minimum 2" x 3/16" flat bar steel, or 1" round, .095" steel tube. Loops must go completely around the drive shaft. Chain, wire or other installations will not be allowed.

4. The drive shaft minimum diameter is 2 1/2 inches.

 

REAR END:

1. Passenger car rear end only, may NOT be interchanged from manufacturer to manufacturer. Welded spider gears or mini spool may be used if original pin and carrier are maintained. No limited slip, clutch packs, full spools, ratchets, or torque sensing devices allowed.

2. The distance measured from the center of the rear end housing to the rear hubs, left and right, where the wheels bolt on, must be within one inch in length.

3. Only steel axle housings permitted.

4. No full spools permitted.

5. Full floater rear axle will not be permitted.

6. Any ring and pinion ratio permitted.

7. No aluminum in or on rear end assembly

8. No gun-drilled axles allowed.

9. Heavy-duty axles permitted provided tread width is not altered.

10. Rear end may be any OEM (stock) manufacture or make and type of chassis use. GM to GM, FORD to FORD, etc.

 

 

WHEELS/TIRES:

1. Steel wheels only. Maximum width 8 inches. Maximum offset 5 inches, minimum is 2 inches.

2. Series tire rule will be in effect, DOT street tires no larger than 255/60/15.

3. Steel or aluminum wheel spacers are NOT allowed.

4. The maximum allowable thread width, measured from the outermost part of the tire, both front and rear, shall be 78 inches.

5. No grooving, grinding, buffing, siping or altering tires in any fashion

6. Tire softener, soaking of tires or applying any substance, including but not limited to conditioners is NOT allowed.

7. Air/pressure bleeder valves of any type are not allowed.

8. Minimum Weight for each wheel is nineteen (19) pounds.

 

 

FRAME:

1. No holes may be cut in the frame rails to lighten frame.

2. Frame side rails may NOT be altered to obtain 108 inch wheelbase.

3. Front and rear snouts must remain stock for make of frame.

4. No offset frames. Must use full dimension stock frame.

5. Cross member cannot be moved from original location.

6. No home made frame rails. OEM frame rails may be plated for safety.

7. Minimum ground clearance for lowest point of the frame is six inches with driver sitting in normal driving position, in car.

8. Rear spring and shock perches must remain in factory location. Lower trailing arm mounting brackets must remain in factory location and configuration. Rear cross member must remain in factory location. Spring bucket must remain in original stock factory location.

8. 2" x 4" steel tubing is NOT permitted from the center of the rear axle to the rear bumper.

9. 2" x 4" steel tubing may NOT be used in front of the steering box and A-frame mounts.

10. The front cross member may NOT be altered to gain oil pan clearance and cannot be reinforced. The front cross member may NOT be altered to gain fuel pump clearance.

11. The front cross member cannot be altered to gain ground clearance.

 

ROLL BARS:

1. All roll cages must meet the approval of the inspectors.

2. Square cage required.

3. Roll bars shall be a minimum of 1 3/4 x .090 thousandths seamless tubing. Driver door bars must be parallel as possible and located perpendicular to the driver

to provide maximum protection for the driver. The sidebars must be welded to the front

and rear of the main roll cage members.

4. Cars must have four side bars on the left side and three side bars on the right side. Door bars must be evenly spaced top to bottom and extend to the outermost part of the door skin with a minimum of two uprights between each bar. 11 gauge steel plate welded to driver’s side door bars is mandatory covering at least the lower 3 bars.

5. Roll bars in the driver's area must be padded with foam rubber.

6. Driver’s head must not protrude above cage with helmet on and strapped in the

drivers seat. An 11-gauge steel plate above driver’s head is recommended.

7. Approved padded headrest mandatory.

8. Center windshield and brain bars mandatory.

9. Brain bar must be double padded.

10. Cars must be equipped with a fire extinguisher within easy reach of the driver.

11. An approved window net is mandatory.

12. No front or rear loops allowed, only one bar from the center of the cage to right front frame rail is allowed outside the roll cage.

 

STEERING

1. Steering box must be stock. It must remain in OEM (stock) location for the type of

frame being used. No rack and pinion allowed. Steering linkage must remain factory stock for make and model of frame. May be aftermarket magnetic steel.

2. All steering components must be stock steel type. Tie rods, Pitman arms and idler arms must remain factory stock. NO Heim joints permitted on the suspension of the car.

3. A quick-release steering wheel coupling, acceptable to Track Officials, must be used.

4. The use of two universal joints, a minimum of 12 inches apart, in front of the firewall

and a collapsible steering section in the steering shaft is recommended and must be

acceptable to Track Officials.

5. In cockpit, steering may be modified to suit driver comfort, but must remain on left

side of cockpit. No center steering.

6. Steering wheel must have center padding of minimum two (2) inches thickness.

 

SUSPENSION:

1. Stock production lower A frames for the make and model mounted in the stock position of the frame, coil springs must mount in the stock original position.

2. Front end components must remain stock for make and model of frame.

3. OEM type cast iron spindles only. May NOT be interchanged within manufacturer's line.

4. STOCK (OEM) upper control arms must be used, aftermarket upper control arms are NOT permitted. Stock type ball-joints must be used. No adjustable or extended ball-joints permitted. Upper control arm mounts may NOT be changed. Rubber or poly bushings only permitted in upper A frame arm shafts, lower A frame arm shafts and rear trailing arms. No steel bushings permitted.

5. Spindles, Wheel Bearings and Hubs- The spindles, wheel bearings, and hubs must meet the following requirements, front spindles must be linked to the frame using steel cables or other approved tether. One end of the cable with the large eye must wrap around the frame or the front cross-member and pass through the smaller eye. The large eye of the cable must loop over the upper portion of the spindle. The steel cable must be a minimum 5/16 inch wire rope constructed of 7x19 stainless secured by a pressed steel sleeve at each eye.

6. Ball joint mount may be altered only to permit the use of a larger ball joint on the right front. A-frame mounts may be reinforced but must remain stock and remain in the stock location.

7. Front coil springs must be at least 5” OD and 9.5” tall. Front springs may be different height and spring rates.

8. No quick steer devices permitted

9. Jacking bolts are NOT permitted.

10. Front spring buckets may NOT be altered.

11. Heating of springs or adjusting torsion bars for better handling is NOT permitted.

12. No mechanical device allowed in order for driver to shift weight while in motion.

13. No helper springs or traction bars.

14. OEM type trailing arms only for make of vehicle (ex.-GM in GM, Ford in Ford and Chrysler in Chrysler). Front and rear mount must remain in its original location and must not be adjustable.

15. No twisting or shortening of rear end permitted.

16. Rear coil springs must be at least 5” OD and 9.5” tall. Rear springs may be different height and spring rates..

17. OEM (stock) front sway bar is optional, but must be mounted in OEM (stock) location using rubber or polyurethane (plastic) bushings. No metal bushings are allowed. Front sway bar may be preloaded by using different lengths of mounting bolts.

18. No rear sway bars allowed.

19. Heavy-duty 5/8-inch wheel studs are required on all wheel positions.

20. Oversize lug nuts required on all wheels. Studs must protrude through lug nuts.

 

SHOCKS: CLAIM $30.00

1. Front and rear shocks must use factory stock mounts.

2. No racing shocks.

3. Shock absorbers must be readily available to all competitors

4. A maximum of one shock absorber per wheel is permitted.

5. No external adjustments are permitted on any shock absorbers.

6. No external reservoir or canister type shocks allowed

7. No aluminum shocks permitted.

8. Must be steel bodied non-adjustable shocks only.

 

 

BRAKE SYSTEM:

1. Four wheel hydraulic brakes required.

2. OEM type brake parts only.

3. Master cylinder must be mounted on engine side of firewall.

4. Stock (OEM) mount brake pedal and master cylinder only, mounted in the stock position

5. Racing type brake pedals and master cylinders are NOT permitted.

6. Disc brakes may be used, both front and rear, but must use single piston brake calipers only. Two piece rotor not allowed.

7. Hub must be one piece.

8. No Brake adjuster valve allowed.

9. All 4 brakes must be in working order.

 

FUEL:

1. No additives or alterations to fuel. Competitor must declare fuel used.

 

FUEL CELL (22 GALLON MAX):

1. The fuel cell must have a steel outer container (no less than 18 gauge steel) completely enclosing the rubber bladder.

2. The fuel cell must have foam protection.

3. The inlet and vent lines must have a ball check or flapper valve.

4. A whole in the trunk floor may be cut for the fuel cell, the fuel cell must be mounted in-between the center of rear frame rails as far forward as possible.

5. The cell should be secured with one inch by 1/8th inch straps (steel) with four straps across the top of the cell.

6. The cell must be protected with roll cage tubing on 1" x 1" x 1/8" square tubing in an X shape underneath the cell.

7. Fuel shut off valve mandatory and must be labeled and within the reach of the driver.

8. Fuel lines may not run inside the car.

9. Fuel cell may not protrude more than four inches below frame rails.

 

SAFETY:

1. It is recommended that helmets meet the requirements set forth by the Federal government. Must be Snell 98 or newer.

2. A quick release lever type safety belt no less that three inches wide is compulsory. Shoulder harness and an

additional V type seat belt is mandatory. Dated seat belts mandatory, not to exceed two years old.

3. Shoulder harness inertia reels can not be used.

4. Safety belts must come from behind the driver.

5. Safety belts must be securely fastened.

6. An approved seat must be securely fastened with a minimum four bolts in the bottom and two bolts in the top

with either larger washers or metal straps.

7. Aluminum seat recommended. No homemade seats allowed.

8. It is recommended all cars install a trailing arm guard, made of steel, behind the driver’s seat.

9. Fire suits are mandatory.`

 

IF IT DOESN’T SAY YOU CAN, YOU CAN’T!!!! ALL FINAL DECISIONS ARE MADE BY THE TRACK OFFICIAL IN CHARGE!!!

[zoom]

Been busy aintcha?

 

moving the SS/sportsman to a 6 in rod? Is this to give us chevy a little somethin cause of Fords/mopar?

[CommonSenseRacing]

moving the SS/sportsman to a 6 in rod? Is this to give us chevy a little somethin cause of Fords/mopar?

Been busy aintcha?

 

Yep!!

 

Figured the Fords/mopars get the stroker engines, chevy shouldn't be left out in the cold.

 

So, what do you like or dislike about common rules?

[Truck99]

Wow, alot of work and thought went into this stuff.

 

I only read the SS rules, so my comments are directed only at those. For the most part, they look good and well thought-out. The following are the points I would have concerns with:

 

1. I didn't see a provision for the cutting out (hulling) of the right side floor to clear the large mufflers.

2. 55% minimum front weight should be changed to 50%. Why change all these 50% rear cars to 45% rear cars?

3. The requirement that the C.I. and weight be lettered on the hood - delete that unless there's some tech reason for it.

4. The sentence "engine must be factory stock" doesn't belong in the SS rules, especially in partner with the other engine rules that are present.

5. That stinkin' .333 cam lift rule is still there even though the valve springs can be upgraded and a 125 lb seat pressure rule has been included. My suggestion - keep the seat pressure rule and get rid of the lift rule.

6. What type of stock intake manifold will be allowed? The rules only list aftermarket intakes.

7. Why must the carb spacer be Aluminum? There are tons of phenolic spacers in use right now. Why obsolete them?

8. The rules allow for aftermarket upper a-arms but not steel bushings. Most aftermarket a-arms I've seen come with steel bushings. I'd like to see the "no steel bushings" removed.

 

Very good work overall. Thanks for the effort.

 

cs

[CommonSenseRacing]

Wow, alot of work and thought went into this stuff.

 

I only read the SS rules, so my comments are directed only at those. For the most part, they look good and well thought-out. The following are the points I would have concerns with:

 

1. I didn't see a provision for the cutting out (hulling) of the right side floor to clear the large mufflers.

Over sight on my part, thanks for pointing that out.

 

2. 55% minimum front weight should be changed to 50%. Why change all these 50% rear cars to 45% rear cars?

 

I used 55%, because of the truck rules, would be better to have the trucks change to 50%

 

3. The requirement that the C.I. and weight be lettered on the hood - delete that unless there's some tech reason for it.

 

No reason, consider it deleted.

 

4. The sentence "engine must be factory stock" doesn't belong in the SS rules, especially in partner with the other engine rules that are present.

 

Another oversight on my part.

 

5. That stinkin' .333 cam lift rule is still there even though the valve springs can be upgraded and a 125 lb seat pressure rule has been included. My suggestion - keep the seat pressure rule and get rid of the lift rule.

 

Should there be a maximum lift rule?

 

6. What type of stock intake manifold will be allowed? The rules only list aftermarket intakes.

 

I thought very one used aftermarket intake manifolds, could you give me some suggestions?

 

7. Why must the carb spacer be Aluminum? There are tons of phenolic spacers in use right now. Why obsolete them?

 

Another oversight on my part.

 

8. The rules allow for aftermarket upper a-arms but not steel bushings. Most aftermarket a-arms I've seen come with steel bushings. I'd like to see the "no steel bushings" removed.

 

Good point, consider it changed.

 

Thanks for pointing these thing out.

[Crazyhorse]

the trucks are'nt a one track pony...............it's a series. why would they need to change? is there a secret group of trucks racing out there, some where , that can't fit in because they are 50% rear????????????

[Truck99]

5. That stinkin' .333 cam lift rule is still there even though the valve springs can be upgraded and a 125 lb seat pressure rule has been included. My suggestion - keep the seat pressure rule and get rid of the lift rule.

 

Should there be a maximum lift rule?

 

6. What type of stock intake manifold will be allowed? The rules only list aftermarket intakes.

 

I thought very one used aftermarket intake manifolds, could you give me some suggestions?

Personally, I don't think there should be a max lift rule if you've got a reasonable seat pressure rule. The seat pressure rule is going to limit valve lift potential anyway. Youcan get a lot of lift out of a 125 spring, so 115 might be a better choice as a limiting factor.

 

Regarding the intakes, the Edelbrock performer is definately the most popular aftermarket choice in the SS class among the tracks. The other intake heavily in use at THR is the bow-tie (marine) intake. The 2101 is cheaper, so it's probably not a bad choice if the rules allowed only one intake.

 

One other thing I noticed - minimum weight of 2950 is too light for a factory frame street stock, in my opinion. 3100 might be a better or more realistic number. I'm not sure how much weight the aftermarket bodies will save, but a 2950 rule might force the teams to buy aftermarket bodies just to save weight.

 

Last thing - regarding valve sizes - change the 1.72 max exhaust valve diameter to 1.6.

 

I agree with crazyhorse. The trucks might ought to be left out of this discussion.

 

cs

[Budman]

CSR, my complements to you sir. You've quite obviously have put in a lot of hard work on this endeavor.

 

Just as a historical note, all this is certainly not a novel idea. For many, many years drivers could take their local class asphalt cars to any of the tracks and run because of common rules. The circumstance we now find ourselves in is the "abnormal" one.

[arts22]

Personally, I don't think there should be a max lift rule if you've got a reasonable seat pressure rule.  The seat pressure rule is going to limit valve lift potential anyway.  Youcan get a lot of lift out of a 125 spring, so 115 might be a better choice as a limiting factor.

Thats what they did with the truck (305-302-318) motors. Took the cam rule out, but you can only use 115# springs.... That limits your max life.......

[CommonSenseRacing]

the trucks are'nt a one track pony...............it's a series. why would they need to change? is there a secret group of trucks racing out there, some where , that can't fit in because they are 50% rear????????????

The reason I included the trucks is that they are basically street stocks in my opinion ( no offense to any of the trucks). You’re also right the trucks aren’t a one track pony, but my thoughts were, since the trucks are the first step to a touring series, why couldn’t the trucks and the local tracks street stocks run together at the track the truck series was racing at that night instead of two separate races. The trucks would still have their points championship and in order to race against the trucks with a street stock the track needs to be your home track.

 

Also, the trucks don’t need to change, but wouldn’t it be more interesting to have a bigger field of cars for the feature?

 

Just a thought!!

[CommonSenseRacing]

Personally, I don't think there should be a max lift rule if you've got a reasonable seat pressure rule.  The seat pressure rule is going to limit valve lift potential anyway.  Youcan get a lot of lift out of a 125 spring, so 115 might be a better choice as a limiting factor.

Your probably right and the MSD 6200 chip should cover the rest

 

Regarding the intakes, the Edelbrock performer is definately the most popular aftermarket choice in the SS class among the tracks. The other intake heavily in use at THR is the bow-tie (marine) intake. The 2101 is cheaper, so it's probably not a bad choice if the rules allowed only one intake.

 

That sounds like a good idea, is there a similar intake for the Fords and Mopars?

 

One other thing I noticed - minimum weight of 2950 is too light for a factory frame street stock, in my opinion. 3100 might be a better or more realistic number. I'm not sure how much weight the aftermarket bodies will save, but a 2950 rule might force the teams to buy aftermarket bodies just to save weight.

 

That’s not a big deal, the reason I went with 2,950 was the trucks weight 2,850 with the small engine. I figured that at least a 100 pound weight penalty would be necessary with the bigger engines. I don’t know if it would have to be 200 pounds to even the playing field. One other question, are the trucks able to get the weight down to 2,850 only because of the body?

 

Last thing - regarding valve sizes - change the 1.72 max exhaust valve diameter to 1.6.

 

Another oversight on my part, thanks for pointing it out.

 

I agree with crazyhorse. The trucks might ought to be left out of this discussion.

 

Maybe your right, I just thought since the car counts are low it might be a good way to raise them in the short run.

 

Anything else I made a mistake with or seems unrealistic please let me know

[Truck99]

Somebody else may be able to answer this better than I can, but I think the trucks are so much lighter than the SS cars primarily because of the fact that they are built on a metric chassis and because of the fiberglass bodies.

 

I still don't think comparing the trucks to the SS cars is a very good comparison when it comes to thing like weight. They may run similar lap times, but they are different beasts. I'm not saying they couldn't race together competitively, but comparing total weights and weight percentages between the two might be misleading.

 

Now for the big question - What is your plan for approaching the track promoters with this? They most likely have already read it, but I'm wondering what your approach plan is.

[Budman]

Chase,

 

This post may get deleted, and I don't pretend to speak for CSR, but I think the approach is obvious. Tell them THIS is what is going to be your savior. Adopt these rules, and you will succeed! Ignore them, and wither on the vine to a slow agonizing death, which is what I have seen happening over the recent past! Car counts are horrible and crowd counts continue to dwindle. Without significant change, I think short-track asphalt racing in Texas will have all but disappeared completely within five years. JMO.

[CommonSenseRacing]

Now for the big question - What is your plan for approaching the track promoters with this? They most likely have already read it, but I'm wondering what your approach plan is.

That’s the big question, my first thought is to get feed back from the racers like yourself. As you have pointed out there are things I’ve overlooked, I would like to get some more feed back from other racers who have read this tread. Since it really doesn’t work if it’s about common rules that I like. It’s also not about pressuring the promoters/owners into a corner. I would like it to be about both sides working towards a common goal, meaning more money for the promoters/owners, better racing for the fans, stability, cost savings over the long run and peace of mind for the racers.

 

All of these are baby steps and that’s why I thought the discussion should start early this season to get ready for the following season. I hope the owners do read these threads and can put aside their differences, short term benefits and egos to work towards building better asphalt racing in Texas. If nothing else writing common rules gave me new found respect for the guys who write the rules and showed me how difficult of a job it is. You know what they say about walking a mile in someone’s shoes, I think I walked a half a mile and my feet already hurt.

[arts22]

You cant put the Street Stocks with the trucks.....

 

It would be like getting run over by a tank.....

[Budman]

CSR,

 

Nobody is pushing the promoters into a corner. They have done it themselves, without anyone else's help or pressure. THEY are the ones who have painted themselves into a corner. It's people like you who offer them solutions to their own self created problems! Get a drivers committee behind this, and do it now!

[CommonSenseRacing]

You cant put the Street Stocks with the trucks.....

 

It would be like getting run over by a tank.....

You bring up a good point, I’m curious and you are probably a good person to help me understand this, if a truck is built on a metric chassis and some SS are also built on a metric chassis, they both run the same engine rules and weigh the same, how would this be like getting run over by a tank. I’m not saying I’m right, I probably am wrong, I just don’t see the connection. Same weight, chassis and engine couldn’t they compete with each other?

[CommonSenseRacing]

CSR,

 

Nobody is pushing the promoters into a corner.  They have done it themselves, without anyone else's help or pressure.  THEY are the ones who have painted themselves into a corner.  It's people like you who offer them solutions to their own self created problems!  Get a drivers committee behind this, and do it now!

Regardless of who did what, I know putting the blame on any one person or group is not productive towards accomplishing any goal. The focus needs to be on the goal, not the blame game. It doesn’t matter how asphalt racing in Texas got to this point, in my opinion it’s where the racing community goes from this point forward. Leave the past behind, just like the owners need to put aside their differences, the racers need to forgive, I’m not saying forget the issues that may not have been handle to your liking or favor in the past, but work together from today forward. WOW, THAT’S WAY TOO MUCH PREACHING EVEN FOR ME, CAN I GET AMEN!!!!

[Crazyhorse]

i'm sorry partner , but you need to read the truck rules......there is more simularities between a tsrs and a street stock than there are with the trucks. i run both and it's like apples and tangerines.

the trucks are not open for debate in a common set of rules unless you want to see the last nail driven into the coffin.

[CommonSenseRacing]

i'm sorry partner , but you need to read the truck rules......there is more simularities between a tsrs and a street stock than there are with the trucks. i run both and it's like apples and tangerines.

the trucks are not open for debate in a common set of rules unless you want to see the last nail driven into the coffin.

To me the trucks are similar to most street stocks that I've been involved with. Like I said, I'm probably wrong, help me out, could you point out the major differences between the truck rules and the common street stock rules which would make the race cars apples and oranges. TSRS car are full tube chassis cars, how are they similar to the trucks?

[Neal Rogers]

I believe the first entry level step into a touring series would be the Texas Pro Sedans....Right! In regauds to Shane's commment "It would be like getting ran over by a tank" Truck Bodies= Fiberglass / SS cars = metal bodies See where im going with this. I have one last comment to make: If you are so concerned with changing the truck rules then buy the series from TD and change the rules. I dont think your gaining a huge following from the trucks so i would probably leave the truck rules alone. I for one i admitt our series is not perfect nor will it or any other series be perfect. People all have different opinions and there for you will never obtain 100 % consensus. We all work with what we have.

[Budman]

CSR and 'Horse,

 

I agree, the streets and the trucks are conceptually different animals and probably should not be considered together. But this is exactly the kind of input that is needed. These rules are going to need to be carefully scrutinized and tweaked, with input from a number of sources, but they certainly are a good starting point. Far better than what was on the table a week ago.

 

Oh, and before I get hammered on my comment about "horrible car counts", above, let me comment on the lone bright star I have seen so far this season. That is, the increase in the car count in the Street Stocks at THR. That is really good to see, and they're putting on good shows too. Just wish I didn't have to wait a month the see them again.

[CommonSenseRacing]

I believe the first entry level step into a touring series would be the Texas Pro Sedans....Right! In regauds to Shane's commment "It would be like getting ran over by a tank" Truck Bodies= Fiberglass / SS cars = metal bodies See where im going with this. I have one last comment to make: If you are so concerned with changing the truck rules then buy the series from TD and change the rules. I dont think your gaining a huge following from the trucks so i would probably leave the truck rules alone. I for one i admitt our series is not perfect nor will it or any other series be perfect. People all have different opinions and there for you will never obtain 100 % consensus. We all work with what we have.

Neil,

 

Your right, the Texas pro sedans would be the entry level touring division. First, let me say I’ve read the rules you wrote and have a lot of respect for you and how your rules allow a wide variety of cars to compete together. I do have to disagree with you on a couple of points the Truck Bodies= Fiberglass / SS cars = metal bodies, most SS run aftermarket nose pieces which are fiberglass, so I don’t see how "It would be like getting ran over by a tank" if they ran the same weight. Second, I think the TPS series is a great series, but to me a SS is a lot more like a truck than it is like a TPS, just my opinion. The only reason I even brought up the trucks was I’ve heard guys voice their opinion regarding having to run the smaller cubic inch engines against the 350 crate. I thought maybe it would be a good idea to post something about a third engine option that was the same as the proposed SS engine to make the transition easier and cheaper from SS to the truck, that is my only reason for mentioning the trucks.

 

I’m probably the one of the biggest advocates for crate engine racing, I just don’t think it works in the lower divisions.

 

JMO:D

[arts22]

LEAVE IT ALONE FOR AWHILE. CAR COUNTS ARE DOWN BECAUSE OF ALL THIS BULLSHIT, HOW MUCH MONEY DO YOU WANT US TO FORK UP EVERYTIME YOU GET A BRIGHT IDEA!

 

ARE YOU GOING TO BUY EVERY TRUCK TEAM A NEW MOTOR TO RUN WITH THE SS CARS? THE 350HP CRATE MOTOR CANT COMPETE WITH THE SS OPEN MOTOR, THE 305 SURE CANT. THATS ONE REASON THERE ARE SO MANY TRUCKS FOR SALE OR PARKED, BECAUSE THEY WERE TOLD THE TRUCKS WILL BE CRATES IN 2007...

[tqj3]

You know, all CSR suggested was a move toward common rules for what are already similar classes at the asphalt tracks in Texas. He posted a draft set of rules for comment, and got polite disagreement on some points and some clarifications from Chase, as he apparently intended.

Others seem to take it as a personal attack, or an attempt to change the truck rules. I didn't see anything like that, just a draft set of rules that might get us to some agreement on a set of rules all the affected drivers could agree might work, and then let the track owners know they are in agreement that these rules would work.

He seemed to mention trucks only because, to the casual eye, they seem fairly similar to Street Stocks. Several people pointed out he was wrong, including Crazyhorse (I had almost posted a suggestion that 'Horse would be someone to ask, as he has run both trucks and street stock extensively, but he posted before I got around to it), and 'Horse was fairly calm in his response as well.

If you don't like CSR's proposed rules, comment and suggest changes. Will we get to a common set of rules? Not as long as the tracks use rules changes to keep drivers from having the freedom to run where they want to run and not to both control costs and improve the racing, but we have to start somewhere.

Or not. If everyone is happy with the car counts, crowd size and purses, I guess there's nothing to discuss, anyway.